X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ww0-f50.google.com ([74.125.82.50] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTPS id 4885462 for flyrotary@lancaironline.net; Mon, 28 Feb 2011 14:55:03 -0500 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.50; envelope-from=rwstracy@gmail.com Received: by wwb31 with SMTP id 31so3928638wwb.7 for ; Mon, 28 Feb 2011 11:54:26 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; bh=WNxNc3BjABE5h56FWMyRYvujKpgkkytcfhCI62lCEZw=; b=LLTtfmBdoUGk0NoBVmuSAztOKpm+bAkmoaiBZzYDl20SS4OD7o0WOw3mBfvpRbp3zu l+2POcw9zk96/HNlGODIkj03ld1njPZq0iT2F079uYLNCoyUvSYRFtwgIk/eMEcCoonE RrOIoTermskny/TjmWiwuZ6T1Pui69CZfAUe8= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=GAu3Qpv0lqWJsEq2BDkaYkAZldMtdKWWuq5Lt4JS9Mog0TW+NuBbnGqZZ/wrZdR4ly oR5HiLf5eI0B05skq8ktQIvJXp3d4ydKX55HRB7KymInmzWRv2TOO5m4qRHa4xwAKFq8 BczuglJX2tGnQx/oDeMnNCh56qSth0pBkYZLo= MIME-Version: 1.0 Received: by 10.216.171.68 with SMTP id q46mr2527464wel.98.1298922866135; Mon, 28 Feb 2011 11:54:26 -0800 (PST) Sender: rwstracy@gmail.com Received: by 10.216.230.215 with HTTP; Mon, 28 Feb 2011 11:54:25 -0800 (PST) In-Reply-To: References: Date: Mon, 28 Feb 2011 14:54:25 -0500 X-Google-Sender-Auth: lgvAmkAeSHqgCqZMWtXGVtjvOp8 Message-ID: Subject: Re: [FlyRotary] Re: EC2/ Tracy From: Tracy To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e65b64f206d33e049d5d0c93 --0016e65b64f206d33e049d5d0c93 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Hi Brian, If its rotor ballance problem, the EGTs will tell you. Are they matched below staging and go big delta after? Tracy PS: 19.5" is what I use for staging point. On Sat, Feb 26, 2011 at 6:28 PM, wrote: > Tracy, > I've been out of town for a while, but refering to my last e-mail, I run > really smooth up to the staging point, address 84, ~ 19.5 inches MP, but > after staging, the engine does not want to be tuned to the silky smooth > running like when it is running on the primaries. I think that it's now a > matter of balancing the two rotors in mode 4, but you suggested that I mi= ght > want to change the staging point. What are your thoughts here? > > I think that this is the factory default. The point that it stages does > not seem to be the issue at this point, but I think the roughness is due = to > one rotor running much richer, and that would probably account for the sm= all > hiccuping and popping. > > Brian Trubee > > > > -----Original Message----- > From: Tracy > To: Rotary motors in aircraft > Sent: Sat, Feb 19, 2011 7:18 pm > Subject: [FlyRotary] Re: EC2/ Tracy > > Definitely sounds like Mode 6 needs adjusting but the mixture monitor is= a > lot better tool for getting the balance right. > > Yes, Lead & Trail plugs fire at the same time with EC2. > > Tracy > > On Sat, Feb 19, 2011 at 3:54 PM, wrote: > >> My staging point is 19.5- address 84. Down below staging, it's running >> really smoothly. Above staging, it's rough, and doesn't want to lean to = it's >> sweet spot. So maybe I need to run it up at that point, check the EGTs = and >> adjust Mode 6 if necessary. Also, I have a hard time keeping the temps u= p. >> At 30 degrees OAT, I was below 120 degrees. So that might also be a fact= or. >> I'll adjust the cooling to get it running warmer and then try the tuning= . >> >> One question- with the EC2, does the leading and trailing plug fire at t= he >> same time? >> >> >> Thanks, >> >> Brian Trubee >> >> >> >> -----Original Message----- >> From: Tracy >> To: Rotary motors in aircraft >> Sent: Sat, Feb 19, 2011 8:14 am >> Subject: [FlyRotary] Re: EC2/ Tracy >> >> That's possible. If so, up the stage point to ~ 20" if you can't make i= t >> right as it is. Early units had default of about 15 - 16" which I thin= k is >> too low. >> >> Tracy >> >> On Fri, Feb 18, 2011 at 7:35 PM, wrote: >> >>> Maybe it has something to do with how much of a load the engine is unde= r >>> on the ground vs. in flight. Anyway, I'm on the right track . >>> >>> Brian >>> >>> >>> >>> -----Original Message----- >>> From: Tracy >>> To: Rotary motors in aircraft >>> Sent: Fri, Feb 18, 2011 2:30 pm >>> Subject: [FlyRotary] Re: EC2/ Tracy >>> >>> Yes, good idea to adjust Mode 6 first when using injectors of different >>> flow rates between primary & secondary. >>> >>> I don't have an explanation for why you are seeing a big difference at >>> stage point between ground and in-flight. Never encountered that. >>> >>> Tracy >>> >>> On Fri, Feb 18, 2011 at 4:54 PM, wrote: >>> >>>> Went out today to fly for about 1/2 hour, takeoff and climb was fairly >>>> normal, I had to lean it out a little with the mixture knob. I went ou= t >>>> flying over Snohomish, Washington at about 5500 agl to do a little tun= ing. >>>> Past the staging point, the engine ran rough and in tuning with the mi= xture >>>> switch, going rich got rougher, and slowing leaning the mixture would = smooth >>>> it out and then it would quit. I think I need to set mode six down a b= it, >>>> since I have 28 lb primaries and 40 lb secondaries. Further tuning on = the >>>> ground at the staging point and higher is definately in order. On the = ground >>>> I'm getting a smooth transistion through the staging point. >>>> >>>> On the way home, the tower asked if I was flying over Snohomish, as th= ey >>>> had gotten a call about a plane with engine trouble flying over the to= wn. >>>> Down below the staging point, the engine runs very smoothly. >>>> >>>> Brian Trubee >>>> >>>> >>>> >>>> -----Original Message----- >>>> From: Al Gietzen >>>> To: Rotary motors in aircraft >>>> Sent: Fri, Feb 18, 2011 8:11 am >>>> Subject: [FlyRotary] Re: EC2/ Tracy >>>> >>>> Bill; >>>> I checked fuel pressure, and it was where it was supposed to be. I hav= e >>>> a Richardson filter with mesh screens and high flow capacity. Over the >>>> years I=92ve never seen more than a bit of what looked like lint/dust = on the >>>> filter. >>>> >>>> I run on both pumps for takeoff, then turn off #2 pump for flight. >>>> Nothing changes when I turn off the second pump. >>>> >>>> Good point, though. >>>> >>>> Al >>>> >>>> -----Original Message----- >>>> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net<= flyrotary@lancaironline.net?>] >>>> *On Behalf Of *Bill Bradburry >>>> *Sent:* Thursday, February 17, 2011 6:38 PM >>>> *To:* Rotary motors in aircraft >>>> *Subject:* [FlyRotary] Re: EC2/ Tracy >>>> >>>> Al, >>>> I had a similar problem when the fuel filter was getting clogged. Wha= t >>>> is your fuel pressure doing at WOT? My mixture was leaner throughout = and I >>>> couldn=92t get full power even with the mixture knob all the way rich.= I >>>> turned on the secondary fuel pump which has its own filter, and everyt= hing >>>> went back to normal. >>>> >>>> Bill B >>>> >>>> ------------------------------ >>>> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net= ] >>>> *On Behalf Of *Al Gietzen >>>> *Sent:* Thursday, February 17, 2011 11:46 AM >>>> *To:* Rotary motors in aircraft >>>> *Subject:* [FlyRotary] Re: EC2/ Tracy >>>> >>>> Last Sunday=92s flight was a series of 20 minute hops, picking up frie= nd, >>>> flying to brunch, dropping off, back to base. Couldn=92t learn a lot a= bout >>>> tuning; except to be disappointed. >>>> >>>> I had in the past been quite pleased with the mixture tuning. A few >>>> flights back I replaced the O2 sensor. Two flights back I then did a >>>> re-tuning by flying a full profile from takeoff to landing in auto-tun= e >>>> mode, except for occasional checks of temps, etc. That=92s when I fou= nd it >>>> going very rich around the bin 32 area on descent, then having to re-t= une >>>> for it to run right on the ground. >>>> >>>> I assumed all was good when heading out on Sunday. Except even with th= e >>>> mixture knob at 2:00 =96 2:30 position it was too lean pretty much all= the >>>> time =96 had to increase mixture knob to get toward max power. During = a brief >>>> session of lean cruise, I changed the throttle a bit, and it was sudde= nly so >>>> lean the engine was faltering. Hm-m-m. Apparently auto-tune had not d= one >>>> things right on prior flight. OK; track mode on EM2, mode 9 on EC2 fo= r >>>> auto-tune; but no joy; nothing would change. Re-set things again; aut= o-tune >>>> would not work. >>>> >>>> On each of the 4 descents the EGT tripped the warning light. RPM was >>>> about 4500-4800; max EGT 1730-1760. Unfortunately, didn=92t note MAP;= but it >>>> was likely pretty low. >>>> >>>> Back on the ground by the hangar, I again tried the auto-tune =96 it >>>> WORKED. Why not in the air? >>>> >>>> So I have some work to do, and some questions. >>>> >>>> Why during the auto-tune flight would the mixture be leaner than >>>> previously tuned? Could it be more resistance to ground at the O2 sens= or due >>>> to more anti-seize grease? Or something else? >>>> >>>> When in auto-tune, does program knob more clockwise cause it to set a >>>> more rich profile; or would the stochiometric then be with the mixture= knob >>>> set more clockwise as well =96 or vice versa? >>>> >>>> Are both mode 2 and mode 6 different than 2-3 years ago? My mode 6 is >>>> secondary injector differential adjust. Is it time for another EC2 up= grade? >>>> >>>> I've never had the problem myself since I always plan my descents to >>>> avoid windmilling the engine at low throttle (that's not good for the = RD-1x >>>> drive). >>>> >>>> The Velocity is a very slippery airplane, so I=92d have to make very >>>> shallow descents to avoid neutral or negative thrust on the prop, at l= east >>>> until I=92m below gear-down speed. What does it do to the re-drive? >>>> >>>> Al G >>>> >>>> >>>> >>>> I tried to address this issue with Mode 6, the adjustable MP threshold >>>> for the lower map table range. The idea is to have the lowest in-flig= ht MP >>>> select the 0 - 31 range and ground condition select the upper range (3= 2 - >>>> 64). Being successful at this also requires the rpm threshold of the= low >>>> range be chosen correctly and everyone's seems different so it may not= be >>>> right for your installation since it is not programmable. Controllab= le >>>> pitch props also complicate this issue, even on carbureted engines. = It's >>>> the same situation that causes P51's to fart, pop and belch fire durin= g this >>>> phase of flight. Everybody thinks that's cool tho.... >>>> >>>> I've never had the problem myself since I always plan my descents to >>>> avoid windmilling the engine at low throttle (that's not good for the = RD-1x >>>> drive). It's also a waste of the potential energy in altitude. >>>> >>>> But, if the EGT's are the only problem during this condition, I'd igno= re >>>> it because you can't damage anything in the engine at this low power >>>> setting. >>>> >>>> Tracy >>>> On Sat, Feb 12, 2011 at 1:09 AM, Al Gietzen >>>> wrote: >>>> Relating to this subject heading; here is an issue that has me >>>> wondering. >>>> >>>> I tune the EC2 MAP table at the low end =96 maybe up to 14-15=94 MAP = =96 while >>>> on the ground; and then tune above that in flight. And frequently whe= n on >>>> rapid descent with throttle pulled well back; the engine alarm light s= tarts >>>> blinking. It=92s because EGT is exceeding the limit (I think 1750). S= eems >>>> strange. I figure must be really rich, and fuel burning at the exhaust= port >>>> making high EGT. >>>> >>>> So one day I put it in auto tune mode and pull back the throttle on >>>> descent, and I note that the mixture in bins 30-31-32 going way to the= rich >>>> side; I think it was bin 32 that was full rich. No longer a high EGT = alarm. >>>> Hm-m-m; must be it was really lean there, but why would that make high= EGT. >>>> >>>> Then I land; and as I pull off the runway the engine is rough and >>>> stumbling. Lean out the mixture and it works fine. So I do some auto t= uning >>>> at low rpm and MAP, and find it at those low 30=92s bins making it muc= h leaner >>>> and get things running smoothly. >>>> >>>> So what=92s happening here; and is there a fix. Clearly those bins ne= ed >>>> to be tuned for low rpm and taxi operation. Why the high EGT on throt= tle >>>> back descent? How do I not get the engine alarm on descent, and still = get to >>>> run smoothly on the ground? >>>> >>>> Al >>>> >>>> >>>> >>>> -----Original Message----- >>>> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] >>>> *On Behalf Of *Tracy >>>> *Sent:* Friday, February 11, 2011 8:04 AM >>>> *To:* Rotary motors in aircraft >>>> *Subject:* [FlyRotary] Re: EC2/ Tracy >>>> >>>> Yes, if you decrease the Mode 3 value you will have to increase the m= ap >>>> table values across the whole range to compensate. It's not automatic >>>> though, you will have to do it manually. Auto tune would eventually g= et it >>>> adjusted too but that assumes you run the engine at all possible setti= ngs >>>> for long enough for that to happen. That's why it pays to do Mode 3 f= irst, >>>> Mode 2 second and Mode 1 (or 9) 3rd. Don't ask why I numbered the Mod= es in >>>> that order, I don't have a good answer other than Mode 1 was the one t= hat >>>> would be used most often. Now Mode 9 is the most often used but Mode = 9 >>>> didn't exist in the early days of the EC1/2/3. >>>> >>>> Last thing to do is auto tune for the fine tuning. >>>> >>>> Tracy >>>> On Fri, Feb 11, 2011 at 10:09 AM, wrote: >>>> I didn't run out of injector setting range, but am very close. My edi= t >>>> page bar graph is pretty much ony one or two lines high for most of th= e Map >>>> table. I'm also down to values around -120 for most of the addresses. >>>> I thought about setting mode 3 a bit lower.Iif so, and I then go back = and >>>> re-tune it to the aproximate fuel/air settings I have now, does it cha= nge >>>> the bar graph and the values at each address? >>>> >>>> Say, for instance, MAP address 80 shows a setting of -118, and only >>>> one line on the bar graph. If I lower the injector setting in mode 3 a= nd >>>> re-tune to the same mixture setting, will the setting be higher than -= 118 >>>> and will the bar graph be higher? It would be nicer to be closer to th= e >>>> middle values, rather then the bottom (-127) or top (+127), so I have = more >>>> adjustability in the future if I were to need it for some reason. Even >>>> though it runs nicely now, i'm still up around 8 "o"s on the horizonta= l >>>> mixture graph. >>>> >>>> Brian Trubee >>>> >>>> -----Original Message----- >>>> From: Tracy >>>> To: Rotary motors in aircraft >>>> Sent: Fri, Feb 11, 2011 6:38 am >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> *turns out it was running really rich on the factory EC2 settings. I >>>> went to auto tune and the injector settings went way down, all the way= up >>>> and down the map table. >>>> * >>>> Glad you got it running better Brian. When you run into the situatio= n >>>> you mentioned above, the first thing you should do is adjust the Injec= tor >>>> Flow Rate (Mode 3). That will adjust the mixture at ALL throttle sett= ings >>>> and is a lot easier than resetting the entire MAP Table. But as long = as you >>>> don't run out of range on the MAP Table adjustments, what you did will= work >>>> OK. >>>> >>>> Tracy >>>> On Thu, Feb 10, 2011 at 8:06 PM, wrote: >>>> And on to brighter news. I went out today, did some tuning on my >>>> plane, turns out it was running really rich on the factory EC2 setting= s. I >>>> went to auto tune and the injector settings went way down, all the way= up >>>> and down the map table. Had to do a little fine tuning, and especially= at >>>> the staging point, had to richen it up there, at bin # 84. I would hav= e >>>> taken it up for a flight, but had other appointments. It was a gloriou= s day >>>> for flying, but a test will have to wait for the next nice day here in >>>> Seattle.Previous flights went OK until just after takeoff, then the en= gine >>>> would surge and backfire, getting the attention of all witnesses withi= n a >>>> mile or two. I can imagine that they were all mentally formulating wha= t they >>>> were going to say to the FAA investigation team. I was starting to que= stion >>>> my decision to go rotary, but now have a renewed sense of confidence i= n the >>>> installation. >>>> >>>> Temperature today was around 50 degrees, even with extended running o= n >>>> the ground at full throttle, temps maxed out at 145 and148 for oil an= d >>>> coolant respectively. Throttling back to 16 inches of MP got the temps >>>> running around 125. Going to wait until summer to close up my cooling = inlets >>>> a little. >>>> >>>> Brian Trubee >>>> >>>> -----Original Message----- >>>> From: bktrub@aol.com >>>> To: Rotary motors in aircraft >>>> Sent: Thu, Feb 10, 2011 4:50 pm >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> *Hmm, send money overseas for their oil so that we can increase our >>>> trade deficit and fund all sorts of socially constipated cultures who = might >>>> be hostile to our own, or keep the money here and employ americans? Th= at's a >>>> real head scratcher there. I've got some of the mineral rights in the >>>> Bakken, due to some forward thinking ranch owning ancestors, so you ca= n >>>> imagine what my feelings on this are. * * * *New Drilling Method Opens >>>> Vast U.S. Oil Fields* >>>> Published February 10, 2011 >>>> | Associated Press >>>> A new drilling technique is opening up vast fields of previously >>>> out-of-reach oil in the western United States, helping reverse a two-d= ecade >>>> decline in domestic production of crude. >>>> Companies are investingbillions of dollars to get at oil deposi= ts scattered across North Dakota, >>>> Colorado, Texas and California. By 2015, oil executives and analysts s= ay, >>>> the new fields could yield as much as 2 million barrels of oil a day -= - more >>>> than the entire Gulf of Mexico produces now. >>>> This new drilling is expected to raise U.S. production by at least 20 >>>> percent over the next five years. And within 10 years, it could help r= educe >>>> oil importsby more than half, advancing a goal that has long elu= ded policymakers. >>>> "That's a significant contribution to energy security," says Ed Morse= , >>>> head of commodities research at Credit Suisse. >>>> Oil engineers are applying what critics say is an environmentally >>>> questionable method developed in recent years to tap natural gas trapp= ed in >>>> underground shale. They drill down and horizontally into the rock, the= n >>>> pumpwater, sand and chemicals into the hole to crack the shale a= nd allow gas to >>>> flow up. >>>> Because oil molecules are sticky and larger than gas molecules, >>>> engineers thought the process wouldn't work to squeeze oil out fast en= ough >>>> to make it economical. But drillers learned how to increase the number= of >>>> cracks in the rock and use different chemicals to free up oil at low c= ost. >>>> "We've completely transformed the natural gas industry, and I wouldn't= be >>>> surprised if we transform the oil businessin the next few years = too," says Aubrey McClendon, chief executive of >>>> Chesapeake Energy, which is using the technique. >>>> Petroleum engineers first used the method in 2007 to unlock oil from = a >>>> 25,000-square-mile formation under North Dakota and Montana known as t= he >>>> Bakken. Production there rose 50 percent in just the past year, to 458= ,000 >>>> barrels a day, according to Bentek Energy, an energy analysis firm. >>>> It was first thought that the Bakken was unique. Then drillers tapped >>>> oil in a shale formation under South Texas called the Eagle Ford. Dril= ling >>>> permits in the region grew 11-fold last year. >>>> Now newer fields are showing promise, including the Niobrara, which >>>> stretches under Wyoming, Colorado, Nebraska and Kansas; the Leonard, i= n New >>>> Mexico and Texas; and the Monterey, in California. >>>> "It's only been fleshed out over the last 12 months just how >>>> consequential this can be," says Mark Papa, chief executive of EOG >>>> Resources, the company that first used horizontal drilling to tap shal= e oil. >>>> "And there will be several additional plays that will come about in th= e next >>>> 12 to 18 months. We're not done yet." >>>> Environmentalists fear that fluids or wastewater from the process, >>>> called hydraulic fracturing, could pollute drinking water supplies. Th= e >>>> Environmental Protection Agency is now studying its safetyin sha= le drilling. The agency studied use of the process in shallower >>>> drilling operations in 2004 and found that it was safe. >>>> In the Bakken formation, production is rising so fast there is no >>>> space in pipelines to bring the oil to market. Instead, it is being >>>> transported to refineries by rail and truck. Drilling companies have h= ad to >>>> erect camps to house workers. >>>> Unemployment in North Dakota has fallen to the lowest level in the >>>> nation, 3.8 percent -- less than half the national rate of 9 percent. = The >>>> influx of mostly male workers to the region has left local men lamenti= ng a >>>> lack of women. Convenience stores are struggling to keep shelves stock= ed >>>> with food. >>>> The Bakken and the Eagle Ford are each expected to ultimately produce >>>> 4 billion barrels of oil. That would make them the fifth- and sixth-bi= ggest >>>> oil fields ever discovered in the United States. The top four are Prud= hoe >>>> Bay in Alaska, Spraberry Trend in West Texas, the East Texas Oilfield = and >>>> the Kuparuk Field in Alaska. >>>> The fields are attracting billions of dollars of investment from >>>> foreign oil giants like Royal Dutch Shell, BP and Norway's Statoil, an= d also >>>> from the smaller U.S. drillers who developed the new techniques like >>>> Chesapeake, EOG Resources and Occidental Petroleum. >>>> Last month China's state-owned oil company CNOOC agreed to pay >>>> Chesapeake $570 million for a one-third stake in a drilling project in= the >>>> Niobrara. This followed a $1 billion deal in October between the two >>>> companies on a project in the Eagle Ford. >>>> With oil prices high and natural-gas prices low, profit margins from >>>> producing oil from shale are much higher than for gas. Also, drilling = for >>>> shale oil is not dependent on high oil prices. Papa says this oil is c= heaper >>>> to tap than the oil in the deep waters of the Gulf of Mexico or in Can= ada's >>>> oil sands. >>>> The country's shale oil resources aren't nearly as big as the >>>> country's shale gas resources. Drillers have unlocked decades' worth o= f >>>> natural gas, an abundance of supply that may keep prices low for years= . U.S. >>>> shale oil on the other hand will only supply one to two percent of wor= ld >>>> consumption by 2015, not nearly enough to affect prices. >>>> Still, a surge in production last year from the Bakken helped U.S. oi= l >>>> production grow for the second year in a row, after 23 years of declin= e. >>>> This during a year when drilling in the Gulf of Mexico, the nation's b= iggest >>>> oil-producing region, was halted after the BP oil spill. >>>> U.S. oil production climbed steadily through most of the last century >>>> and reached a peak of 9.6 million barrels per day in 1970. The decline= since >>>> was slowed by new production in Alaska in the 1980s and in the Gulf of >>>> Mexico more recently. But by 2008, production had fallen to 5 million >>>> barrels per day. >>>> Within five years, analysts and executives predict, the newly unlocke= d >>>> fields are expected to produce 1 million to 2 million barrels of oil p= er >>>> day, enough to boost U.S. production 20 percent to 40 percent. The U.S= . >>>> Energy Information Administration estimates production will grow a mor= e >>>> modest 500,000 barrels per day. >>>> By 2020, oil imports could be slashed by as much as 60 percent, >>>> according to Credit Suisse's Morse, who is counting on Gulf oil produc= tion >>>> to rise and on U.S. gasoline demand to fall. >>>> At today's oil prices of roughly $90 per barrel, slashing imports tha= t >>>> much would save the U.S. $175 billion a year. Last year, when oil aver= aged >>>> $78 per barrel, the U.S. sent $260 billion overseas for crude, account= ing >>>> for nearly half the country's $500 billion trade deficit. >>>> "We have redefined how to look for oil and gas," says Rehan Rashid, a= n >>>> analyst at FBR Capital Markets. "The implications are major for the na= tion." >>>> >>>> Read more: >>>> http://www.foxnews.com/us/2011/02/10/new-drilling-method-opens-vast-oi= l-fields/#ixzz1DZa3M891 >>>> >>>> -----Original Message----- >>>> From: hoursaway1@comcast.net >>>> To: Rotary motors in aircraft >>>> Sent: Thu, Feb 10, 2011 4:26 pm >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> All this was said 40 years ago. """We will be out of oil in twenty >>>> years""" Coffee is bad for you""" now coffee is good for you & we hav= e more >>>> oil than anyone ever dreamed available + being used many times more >>>> efficiently, the """ones in the know ...do not know!!!! But they can >>>> predict the weather 50 years from now. David R. >>>> Cook RV6A Rotary -4 deg. F. Lansing MI. >>>> ----- Original Message ----- >>>> From: "David Staten" >>>> To: "Rotary motors in aircraft" >>>> Sent: Thursday, February 10, 2011 2:15:02 AM >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> Well, I can agree with Lynn for one thing.. Carter was 2nd worst >>>> president ever.... (After Bush 43)... :P >>>> >>>> Ethanol in fuel was never about efficiency. NEVER. It was about >>>> replacing a very toxic oxygenate (MTBE) with something cleaner burning= and >>>> less toxic. Lead in aviation fuel will go the same way.. its inevitabl= e. One >>>> plant makes the lead that goes in it. They go tits up and the 25 perce= nt of >>>> the aviation fleet that burns 75 percent of the leaded avgas will be >>>> knee-capped brutally. >>>> >>>> Biofuel is not exclusively ethanol. Its also HYDROCARBONS synthesized >>>> or processed from living matter, as opposed to fossil fuels naturally >>>> developed from long dead matter. Its bacteria in a digester/reactor wi= th a >>>> feedstock and a product stream. Ethanol is in cars to reduce smog.. no= thing >>>> more. Biofuels in aircraft do not necessarily have to include ethanol = (but >>>> it could). >>>> >>>> Ifwe dont start doing more than paying lip service to preserving our >>>> environment, we will have the worlds best military protecting the worl= ds >>>> largest ecological wasteland. >>>> >>>> As long as we are overly dependent on fossil fuels, we will be subjec= t >>>> to the foreign policy of others. Biofuels, Nuclear, Solar, Wind, >>>> Hydroelectric... all things that need to be developed further. And if = we >>>> wait until its too late to transition, our worlds best military will b= e >>>> reduced to throwing rocks and writing nasty letters, because our turbi= ne >>>> powered planes and tanks dont run on good intentions. >>>> >>>> Personally... if we have to burn oil... Why burn mine (ours) when I ca= n >>>> burn yours (theirs).. >>>> >>>> I'm not hardly a hairy, stoned, tree hugging hippie, but I do >>>> recognize their point.. >>>> >>>> Dave >>>> >>>> >>>> On Wed, Feb 9, 2011 at 7:24 PM, wrote: >>>> Lynn for President,,,,,,,,,,( might be in central FL this winter, wil= l >>>> contact, stop & say hi ) David R. Cook RV6A Rotary. >>>> ----- Original Message ----- >>>> From: Lehanover@aol.com >>>> To: "Rotary motors in aircraft" >>>> Sent: Wednesday, February 9, 2011 1:39:57 PM >>>> Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Beari= ng >>>> ... back ... >>>> In a message dated 2/9/2011 12:02:39 P.M. Eastern Standard Time, >>>> jwhaley@datacast.com writes: >>>> >>>> Interesting enough, though the scary part is there=92s no mention in = the >>>> text of AVGAS or GAS =85 only the subject uses the term AVGAS. >>>> The text body uses the terms =93unleaded, sustainable general aviatio= n >>>> fuel, credible renewable, unleaded fuel, 'green' fuel and the exclusiv= e >>>> use of biofuel in air show performances." I fear this is another >>>> attempt to push ETHANOL or heavy ethanol-blended fuel. >>>> Jeff >>>> >>>> If you take away government subsidies from the green fuel tree hugger >>>> play. Gasohol would be gone in a month. It takes almost a gallon of fu= el to >>>> produce a gallon of gasohol. You have to boil it. It is made just like= Jack >>>> Danials. >>>> >>>> It is the biggest victory of form over function ever imagined by >>>> mankind. >>>> >>>> The farmers love it because they save money as the kernel quality is >>>> lower, and the water content is higher, and they get government money.= The >>>> government pays the oil companies to use it. The oil companies get to >>>> displace actual gasoline with the crap for even more profits, and the = user >>>> pays all of them extra in taxes so you can get 30% less mileage and >>>> performance. But wait...........there's more.........Plus the better c= orn >>>> not now being grown for feed stock plastics and human consumption has >>>> boosted the price of that corn. So the farmer profits again. The beef = man >>>> looses his a__, and you pay even higher beef, pork and poultry prices = in >>>> addition the taxes that support this house of cards. When beef prices = get >>>> high enough, dairy herds are thinned at higher rates (younger) and mil= k >>>> production drops. Milk prices go up. >>>> >>>> What to do? >>>> >>>> Send the entire energy department home. Established in 75 to eliminat= e >>>> our dependence on offshore oil. >>>> >>>> Eliminate all farm subsidies. Phase out oil imports to zero over the >>>> next 7 years. Drill here. Drill now. >>>> >>>> We can be cut off at the knees and turned into a 3rd world country by >>>> the towel heads who hate us. If you don't remember the oil crisis of 7= 4 >>>> under the (Now) second worst president in this country's history, Jimm= y >>>> Carter, Look it up. Long lines on odd license number days, or even lic= ense >>>> number days for 10 gallons of fuel. >>>> >>>> The worlds strongest military reduced to writing nasty letters????? >>>> >>>> If the tree huggers want to live in mud huts, smoke dope, and use >>>> gasohol let them pay for it with their money not mine. >>>> >>>> Look up Bakken oil formation. >>>> >>>> Lynn E. Hanover >>>> >>>> >>>> >>>> >>>> >>> >>> >> > --0016e65b64f206d33e049d5d0c93 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Hi Brian,
=A0=A0 If its rotor ballance problem, the EGTs will tell you.= =A0 Are they matched below staging and go big delta after?

Tracy
= PS:=A0 19.5" is what I use for staging point.



On Sat, Feb 26, 2011 at 6:28 PM, <bktrub@aol.com> wrote:
Tracy,
I've been out of town for a while, but refering to my last e-mail, I ru= n really smooth up to the staging point, address 84, ~ 19.5 inches MP, but = after staging, the engine does not want to be tuned to the silky smooth run= ning like when it is running on the primaries. I think that it's now a = matter of balancing the two rotors in mode 4, but you suggested that I migh= t want to change the staging point.=A0 What are your thoughts here?

=A0I think that this is the factory default. The point that it stages does = not seem to be the issue at this point, but I think the roughness is due to= one rotor running much richer, and that would probably account for the sma= ll hiccuping and popping.

Brian Trubee



-----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, Feb 19, 2011 7:18 pm
Subject: [FlyRotary] Re: EC2/ Tracy

Definitely sounds like Mode 6 needs adjusting but the mixture monitor is a = lot better tool for getting the balance right.=A0

Yes, Lead & Trail plugs fire at the same time with EC2.

Tracy

On Sat, Feb 19, 2011 at 3:54 PM, <bktrub@aol.com> wrote:
My staging point is 19.5- address 84. Down below staging, it's run= ning really smoothly. Above staging, it's rough, and doesn't want t= o lean to it's sweet spot. So maybe I need to run it up at that=A0 poin= t, check the EGTs and adjust Mode 6 if necessary. Also, I have a hard time = keeping the temps up. At 30 degrees OAT, I was below 120 degrees. So that m= ight also be a factor. I'll adjust the cooling to get it running warmer= and then try the tuning.
=A0
One question- with the EC2, does the leading and trailing plug fire at= the same time?
=A0
=A0
Thanks,
=A0
Brian Trubee



-----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, Feb 19, 2011 8:14 am
Subject: [FlyRotary] Re: EC2/ Tracy

That's possible.=A0 If so, up the stage point to ~ 20" if you= can't make it right as it is. =A0 Early units had default of about 15 = - 16" which I think is too low.

Tracy

On Fri, Feb 18, 2011 at 7:35 PM, <bktrub@aol.com> wrote:
Maybe it has something to = do with how much of a load the engine is under on the ground vs. in flight.= Anyway, I'm on the right track .
=A0
Brian



-----Original Message-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 18, 2011 2:30 pm
Subject: [FlyRotary] Re: EC2/ Tracy

Yes, good idea to adjust Mode 6 first when using injectors of differen= t flow rates between primary & secondary.

I don't have an explanation for why you are seeing a big difference at = stage point between ground and in-flight.=A0 Never encountered that.

Tracy

On Fri, Feb 18, 2011 at 4:54 PM, <bktrub@aol.com> wrote:
Went out today to fly for about 1/2 hour, takeoff and climb was fairly= normal, I had to lean it out a little with the mixture knob. I went out fl= ying over Snohomish, Washington at about 5500 agl to do a little tuning. Pa= st the staging point, the engine ran rough and in tuning with the mixture s= witch, going rich got rougher, and slowing leaning the mixture would smooth= it out and then it would quit. I think I need to set mode six down a bit, = since I have 28 lb primaries and 40 lb secondaries. Further tuning on the g= round at the staging point and higher is definately in order. On the ground= I'm getting a smooth transistion through the staging point.
=A0
On the way home, the tower asked if I was flying over Snohomish, as th= ey had gotten a call about a plane with engine trouble flying over the town= . Down below the staging point, the engine runs very smoothly.
=A0
Brian Trubee



-----Original Message-----
From: Al Gietzen <ALVentures@cox.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 18, 2011 8:11 am
Subject: [FlyRotary] Re: EC2/ Tracy

<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Bill;
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">I checke= d fuel pressure, and it was where it was supposed to be. I have a Richardson filter with mesh screens and high fl= ow capacity. Over the years I=92ve never seen more than a bit of what looke= d like lint/dust on the filter.
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">=A0
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">I run on= both pumps for takeoff, then turn off #2 pump for flight. Nothing changes = when I turn off the second pump.
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">=A0
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Good poi= nt, though.
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">=A0
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">Al
<= span style=3D"font-family: Verdana; color: blue; font-size: 11pt;">=A0
-----Ori= ginal Message-----
From: Rotary motors in air= craft [ma= ilto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry
Sent: Thursday, February 1= 7, 2011 6:38 PM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
=A0
Al,
I had a similar problem when the fuel filter was getting = clogged.=A0 What is your fuel pressure doing at WOT?=A0 My mixture was lean= er throughout and I couldn=92t get full power even with the mixture knob al= l the way rich.=A0 I turned on the secondary fuel pump which has its own fi= lter, and everything went back to normal.
=A0
Bill B
=A0
From: Rotary motors in aircraft= [mailto:= flyrotary@lancaironline.net] On B= ehalf Of Al Gietzen
Sent: Thursday, February 1= 7, 2011 11:46 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
=A0
Last Sunday=92s flight was a series of 20 minute hops= , picking up friend, flying to brunch, dropping off, back to base. Couldn= =92t learn a lot about tuning; except to be disappointed.
=A0
I had in the past been quite pleased with the mixture= tuning. A few flights back I replaced the O2 sensor. Two flights back I th= en did a re-tuning by flying a full profile from takeoff to landing in auto= -tune mode, except for occasional checks of temps, etc. =A0That=92s when I = found it going very rich around the bin 32 area on descent, then having to = re-tune for it to run right on the ground.
=A0
I assumed all was good when heading out on Sunday. Ex= cept even with the mixture knob at 2:00 =96 2:30 position it was too lean p= retty much all the time =96 had to increase mixture knob to get toward max = power. During a brief session of lean cruise, I changed the throttle a bit,= and it was suddenly so lean the engine was faltering.=A0 Hm-m-m. Apparentl= y auto-tune had not done things right on prior flight.=A0 OK; track mode on= EM2, mode 9 on EC2 for auto-tune; but no joy; nothing would change. =A0Re-= set things again; auto-tune would not work.
=A0
On each of the 4 descents the EGT tripped the warning= light.=A0 RPM was about 4500-4800; max EGT 1730-1760. =A0Unfortunately, di= dn=92t note MAP; but it was likely pretty low.
=A0
Back on the ground by the hangar, I again tried the a= uto-tune =96 it WORKED.=A0 Why not in the air?
=A0
So I have some work to do, and some questions.=
=A0
Why during the auto-tune flight would the mixture be = leaner than previously tuned? Could it be more resistance to ground at the = O2 sensor due to more anti-seize grease? Or something else?
=A0
When in auto-tune, does program knob more clockwise c= ause it to set a more rich profile; or would the stochiometric then be with= the mixture knob set more clockwise as well =96 or vice versa?
=A0
Are both mode 2 and mode 6 different than 2-3 years a= go? =A0My mode 6 is secondary injector differential adjust.=A0 Is it time f= or another EC2 upgrade?
=A0
I've never had t= he problem myself since I always plan my descents to avoid windmilling the = engine at low throttle (that's not good for the RD-1x drive).=A0=A0
=A0
The Velocity is a very slippery airplane, so I=92d ha= ve to make very shallow descents to avoid neutral or negative thrust on the= prop, at least until I=92m below gear-down speed. =A0What does it do to th= e re-drive?
=A0
Al G
=A0
=A0
=A0
I tried to address this issue with Mode 6, the adjustable= MP threshold for the lower map table range.=A0 The idea is to have the low= est in-flight MP select the 0 - 31 range and ground condition select the up= per range (32 - 64). =A0 Being successful at this also requires the rpm thr= eshold of the low range be chosen correctly and everyone's seems differ= ent so it may not be right for your installation since it is not programmab= le.=A0=A0 Controllable pitch props also complicate this issue, even on carb= ureted engines.=A0=A0 It's the same situation that causes P51's to = fart, pop and belch fire during this phase of flight.=A0=A0 Everybody think= s that's cool tho....

I've never had the problem myself since I always plan my descents to av= oid windmilling the engine at low throttle (that's not good for the RD-= 1x drive).=A0=A0 It's also a waste of the potential energy in altitude.=

But, if the EGT's are the only problem during this condition, I'd i= gnore it because you can't damage anything in the engine at this low po= wer setting.

Tracy
On Sat, Feb 12, 2011 a= t 1:09 AM, Al Gietzen <ALVentures@cox.net> wrote:
Relating to this subject heading; here is an issue that= has me wondering.
=A0
I tune the EC2 MAP table at the low end =96 maybe up to= 14-15=94 MAP =96 while on the ground; and then tune above that in flight.= =A0 And frequently when on rapid descent with throttle pulled well back; th= e engine alarm light starts blinking. =A0It=92s because EGT is exceeding th= e limit (I think 1750). Seems strange. I figure must be really rich, and fu= el burning at the exhaust port making high EGT.
=A0
So one day I put it in auto tune mode and pull back the= throttle on descent, and I note that the mixture in bins 30-31-32 going wa= y to the rich side; I think it was bin 32 that was full rich. =A0No longer = a high EGT alarm. Hm-m-m; must be it was really lean there, but why would t= hat make high EGT.
=A0
Then I land; and as I pull off the runway the engine is= rough and stumbling. Lean out the mixture and it works fine. So I do some = auto tuning at low rpm and MAP, and find it at those low 30=92s bins making= it much leaner and get things running smoothly.
=A0
So what=92s happening here; and is there a fix.=A0 Clea= rly those bins need to be tuned for low rpm and taxi operation. =A0Why the = high EGT on throttle back descent? How do I not get the engine alarm on des= cent, and still get to run smoothly on the ground?
=A0
Al
=A0
=A0
=A0
-----Ori= ginal Message-----
From: Rotary motors in air= craft [mailto:flyrotary@lancaironline.net] = On Behalf Of Tracy
Sent: Friday, February 11,= 2011 8:04 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: E= C2/ Tracy
=A0
=A0Yes, if you decrease the Mode 3 value you will hav= e to increase the map table values across the whole range to compensate.=A0= It's not automatic though, you will have to do it manually.=A0 Auto tu= ne would eventually get it adjusted too but that assumes you run the engine= at all possible settings for long enough for that to happen.=A0 That's= why it pays to do Mode 3 first, Mode 2 second and Mode 1 (or 9) 3rd.=A0 Do= n't ask why I numbered the Modes in that order, I don't have a good= answer other than Mode 1 was the one that would be used most often.=A0 Now= Mode 9 is the most often used but Mode 9 didn't exist in the early day= s of the EC1/2/3.=A0

Last thing to do is auto tune for the fine tuning.=A0

Tracy
On Fri, Feb 11, 2011= at 10:09 AM, <bktru= b@aol.com> wrote:
I didn't run out of injector setting range, but am = very close.=A0My edit page bar=A0graph is pretty much ony=A0one or two=A0li= nes high for most of the Map table. I'm also down to values around -120= for most of the addresses. I=A0thought about setting mode 3 a bit lower.Ii= f so, and I then go back and re-tune it to the aproximate fuel/air settings= I have now, does it change the bar graph and the values at each address?
=A0
Say, for instance, MAP address 80=A0shows a setting of = -118, and only one line on the bar graph. If I lower the injector setting i= n mode 3 and re-tune to the same mixture setting, will the setting be highe= r than -118 and will the bar graph be higher? It would be nicer to be close= r to the middle values, rather then the bottom (-127) or top (+127), so I h= ave more adjustability in the future if I were to need it for some reason. = Even though it runs nicely now, i'm still up around 8 "o"s on= the horizontal mixture graph.
=A0
Brian Trubee
=A0
-----Original M= essage-----
From: Tracy <tracy@rotaryaviation.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Feb 11, 2011 6:38 am
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
turns out it was running really rich on the factory EC2 settings. I= went to auto tune and the injector settings went way down, all the way up = and down the map table.

Glad you got it running better Brian.=A0=A0 When you run into the situation= you mentioned above, the first thing you should do is adjust the Injector = Flow Rate (Mode 3).=A0 That will adjust the mixture at ALL throttle setting= s and is a lot easier than resetting the entire MAP Table.=A0 But as long a= s you don't run out of range on the MAP Table adjustments, what you did= will work OK.

Tracy=
On Thu, Feb 10, 2011 at 8:06 PM, <bktrub@aol.com> wrote:
And on to brighter news. I went out today, did some tun= ing on my plane, turns out it was running really rich on the factory EC2 se= ttings. I went to auto tune and the injector settings went way down, all th= e way up and down the map table. Had to do a little fine tuning, and especi= ally at the staging point, had to richen it up there, at bin # 84. I would = have taken it up for a flight, but had other appointments. It was a gloriou= s day for flying,=A0but a test will have to wait for the next nice day here= in Seattle.Previous flights went OK until just after takeoff, then the eng= ine would surge and backfire, getting the attention of all witnesses within= a mile or two. I can imagine that they were all mentally formulating what = they were going to say to the FAA investigation team. I was starting to que= stion my decision to go rotary, but now have a renewed sense of confidence = in the installation.
=A0
Temperature today was around 50 degrees, even with exte= nded running on the ground at full throttle, temps maxed out at=A0 145 and1= 48 for oil and coolant respectively. Throttling back to 16 inches of MP got= the temps running around 125. Going to wait until summer to close up my co= oling inlets a little.
=A0
Brian Trubee
=A0
-----Original Message-----
From: bktrub@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Feb = 10, 2011 4:50 pm
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...

Published February 10, 2011

| Associated Press
A new drilling technique is opening up vast fields of = previously out-of-reach oil in the western United States, helping reverse a= two-decade decline in domestic production of crude.
Companies are inves= ting billions of dollars to get at oil deposits scattered across North = Dakota, Colorado, Texas and California. By 2015, oil executives and analyst= s say, the new fields could yield as much as 2 million barrels of oil a day= -- more than the entire Gulf of Mexico produces now.
This new drilling is expected to raise U.S. production= by at least 20 percent over the next five years. And within 10 years, it c= ould help reduce oil imports by more= than half, advancing a goal that has long eluded policymakers.
"That's a significant contribution to energy = security," says Ed Morse, head of commodities research at Credit Suiss= e.
Oil engineers are applying what critics say is an envi= ronmentally questionable method developed in recent years to tap natural ga= s trapped in underground shale. They drill down and horizontally into the r= ock, then pump water, sand and chemi= cals into the hole to crack the shale and allow gas to flow up.
Because oil molecules are sticky and larger than gas m= olecules, engineers thought the process wouldn't work to squeeze oil ou= t fast enough to make it economical. But drillers learned how to increase t= he number of cracks in the rock and use different chemicals to free up oil = at low cost. "We've completely transformed the natural gas industr= y, and I wouldn't be surprised if we transform the oil business in the next few years too," says Aubre= y McClendon, chief executive of Chesapeake Energy, which is using the techn= ique.
Petroleum engineers first used the method in 2007 to u= nlock oil from a 25,000-square-mile formation under North Dakota and Montan= a known as the Bakken. Production there rose 50 percent in just the past ye= ar, to 458,000 barrels a day, according to Bentek Energy, an energy analysi= s firm.
It was first thought that the Bakken was unique. Then = drillers tapped oil in a shale formation under South Texas called the Eagle= Ford. Drilling permits in the region grew 11-fold last year.=
Now newer fields are showing promise, including the Ni= obrara, which stretches under Wyoming, Colorado, Nebraska and Kansas; the L= eonard, in New Mexico and Texas; and the Monterey, in California.
"It's only been fleshed out over the last 12 = months just how consequential this can be," says Mark Papa, chief exec= utive of EOG Resources, the company that first used horizontal drilling to = tap shale oil. "And there will be several additional plays that will c= ome about in the next 12 to 18 months. We're not done yet."=
Environmentalists fear that fluids or wastewater from = the process, called hydraulic fracturing, could pollute drinking water supp= lies. The Environmental Protection Agency is now studying its safety in shale drilling. The agency studied use = of the process in shallower drilling operations in 2004 and found that it w= as safe.
In the Bakken formation, production is rising so fast = there is no space in pipelines to bring the oil to market. Instead, it is b= eing transported to refineries by rail and truck. Drilling companies have h= ad to erect camps to house workers.
Unemployment in North Dakota has fallen to the lowest = level in the nation, 3.8 percent -- less than half the national rate of 9 p= ercent. The influx of mostly male workers to the region has left local men = lamenting a lack of women. Convenience stores are struggling to keep shelve= s stocked with food.
The Bakken and the Eagle Ford are each expected to ult= imately produce 4 billion barrels of oil. That would make them the fifth- a= nd sixth-biggest oil fields ever discovered in the United States. The top f= our are Prudhoe Bay in Alaska, Spraberry Trend in West Texas, the East Texa= s Oilfield and the Kuparuk Field in Alaska.
The fields are attracting billions of dollars of inves= tment from foreign oil giants like Royal Dutch Shell, BP and Norway's S= tatoil, and also from the smaller U.S. drillers who developed the new techn= iques like Chesapeake, EOG Resources and Occidental Petroleum.
Last month China's state-owned oil company CNOOC a= greed to pay Chesapeake $570 million for a one-third stake in a drilling pr= oject in the Niobrara. This followed a $1 billion deal in October between t= he two companies on a project in the Eagle Ford.
With oil prices high and natural-gas prices low, profi= t margins from producing oil from shale are much higher than for gas. Also,= drilling for shale oil is not dependent on high oil prices. Papa says this= oil is cheaper to tap than the oil in the deep waters of the Gulf of Mexic= o or in Canada's oil sands.
The country's shale oil resources aren't nearl= y as big as the country's shale gas resources. Drillers have unlocked d= ecades' worth of natural gas, an abundance of supply that may keep pric= es low for years. U.S. shale oil on the other hand will only supply one to = two percent of world consumption by 2015, not nearly enough to affect price= s.
Still, a surge in production last year from the Bakken= helped U.S. oil production grow for the second year in a row, after 23 yea= rs of decline. This during a year when drilling in the Gulf of Mexico, the = nation's biggest oil-producing region, was halted after the BP oil spil= l.
U.S. oil production climbed steadily through most of t= he last century and reached a peak of 9.6 million barrels per day in 1970. = The decline since was slowed by new production in Alaska in the 1980s and i= n the Gulf of Mexico more recently. But by 2008, production had fallen to 5= million barrels per day.
Within five years, analysts and executives predict, th= e newly unlocked fields are expected to produce 1 million to 2 million barr= els of oil per day, enough to boost U.S. production 20 percent to 40 percen= t. The U.S. Energy Information Administration estimates production will gro= w a more modest 500,000 barrels per day.
By 2020, oil imports could be slashed by as much as 60= percent, according to Credit Suisse's Morse, who is counting on Gulf o= il production to rise and on U.S. gasoline demand to fall.
At today's oil prices of roughly $90 per barrel, s= lashing imports that much would save the U.S. $175 billion a year. Last yea= r, when oil averaged $78 per barrel, the U.S. sent $260 billion overseas fo= r crude, accounting for nearly half the country's $500 billion trade de= ficit.
"We have redefined how to look for oil and gas,&q= uot; says Rehan Rashid, an analyst at FBR Capital Markets. "The implic= ations are major for the nation."
=A0
-----Original M= essage-----
From: hoursaway= 1@comcast.net
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Feb 10, 2011 4:26 pm
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
All this was sa= id=A040 years ago.=A0 =A0"""We will be out of oil in twenty = years"""=A0 Coffee is bad for you""" now coff= ee is good for you & we have more oil than anyone ever dreamed availabl= e + being used many times more efficiently,=A0 the """ones i= n the know ...do not know!!!!=A0=A0But they can predict the weather 50 year= s from now.=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0 =A0David R. Cook=A0=A0 RV6A=A0 Rotary=A0 -4 deg. F. Lansing MI.
----- Original Message -----
From: "David Staten" <david.staten@gmail.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, February 10, 2011 2:15:02 AM
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
Well, I can agree with Lynn for one thing.. Carter was = 2nd worst president ever.... (After Bush 43)...=A0 :P
=A0
Ethanol in fuel was never about efficiency. NEVER. It w= as about replacing a very toxic oxygenate (MTBE) with something cleaner bur= ning and less toxic. Lead in aviation fuel will go the same way.. its inevi= table. One plant makes the lead that goes in=A0it. They go tits up and the = 25 percent of the aviation fleet that burns 75 percent of the leaded avgas = will be knee-capped brutally.
=A0
Biofuel is not exclusively ethanol. Its also HYDROCARBO= NS synthesized or processed from living matter, as opposed to fossil fuels = naturally developed from long dead matter. Its bacteria in a digester/react= or with a feedstock and a product stream. Ethanol is in cars to reduce smog= .. nothing more. Biofuels in aircraft do not necessarily have to include et= hanol (but it could).
=A0
Ifwe dont start doing more than paying lip service to p= reserving our environment, we will have the worlds best military protecting= the worlds largest ecological wasteland.
=A0
As long as we are overly=A0dependent on fossil fuels, w= e will be subject to the foreign policy of others. Biofuels, Nuclear, Solar= , Wind, Hydroelectric... all things that need to be developed further. And = if we wait until its too late to transition, our worlds best military will = be reduced to throwing rocks and writing nasty letters, because our turbine= powered planes and tanks dont run on good intentions.

Personally... if we have to burn oil... Why burn mine (ours)=A0when I can b= urn yours (theirs)..
=A0
I'm not hardly a hairy, stoned, tree hugging hippie= , but I do recognize their point..
=A0
Dave
=A0
=A0
On Wed, Feb 9, 2011 at 7:24 PM, <hoursaway1@comcast.net> wro= te:
Lynn for Presid= ent,,,,,,,,,,( might be in central FL this winter, will contact, stop &= say hi )=A0=A0 David R. Cook=A0 RV6A=A0=A0 Rotary.
----- Original Message -----
From: Lehanover@aol.= com
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, February 9, 2011 1:39:57 PM
Subject: [FlyRotary] Re: Replaced Tension Bolt, Oil Seal, Thrust Bearing ..= . back ...
In a message dated 2/9/2011 12:02:39 P.M. Eastern Stand= ard Time, jwhaley= @datacast.com writes:
Interesting enough, though the scary p= art is there=92s no mention in the text of AVGAS or GAS =85 only the subjec= t uses the term AVGAS.
The text body uses the terms =93unleaded, sustainable g= eneral aviation fuel, credible renewable, unleaded fuel, 'green' fuel and the exclusive = use of biofuel in air show performances."=A0 I fear this is another attemp= t to push ETHANOL or heavy ethanol-blended fuel.
Jeff
If you take away government subsidies from the green fu= el tree hugger play. Gasohol would be gone in a month. It takes almost a ga= llon of fuel to produce a gallon of gasohol. You have to boil it. It is mad= e just like Jack Danials.
=A0
It is the biggest victory of form over function ever im= agined by mankind.
=A0
The farmers love it because they save money as the kern= el quality is lower, and the water content is higher, and they get governme= nt money. The government pays the oil companies to use it. The oil companie= s get to displace actual gasoline with the crap for even more profits, and = the user pays all of them extra in taxes so you can get 30% less mileage an= d performance. But wait...........there's more.........Plus the better = corn not now being grown for feed stock plastics and human consumption has = boosted the price of that corn. So the farmer profits again. The beef man l= ooses his a__, and you pay even higher beef, pork and poultry prices in add= ition the taxes that support this house of cards. When beef prices get high= enough, dairy herds are thinned at higher rates (younger) and milk product= ion drops. Milk prices go up.
=A0
What to do?=A0
=A0
Send the entire energy department home. Established in = 75 to eliminate our dependence on offshore oil.
=A0
Eliminate all farm subsidies. Phase out oil imports to = zero over the next 7 years. Drill here. Drill now.
=A0
We can be cut off at the knees and turned into a 3rd wo= rld country by the towel heads who hate us. If you don't remember the o= il crisis of 74 under the (Now) second worst president in this country'= s history, Jimmy Carter, Look it up. Long lines on odd license number days,= or even license number days for 10 gallons of fuel.
=A0
The worlds strongest military reduced to writing nasty = letters?????=A0
=A0
If the tree huggers want to live in mud huts, smoke dop= e, and use gasohol let them pay for it with their money not mine.
=A0
Look up Bakken oil formation.
=A0
Lynn E. Hanover=A0
=A0
=A0
=A0
=A0



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